harter



G. H'Armin.A

CONSTRUCTION 0F SHIPS.

APPLICATION man mms. 1920.

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ATTS/ G. HARTER. coNsTRucTloN or sHlPs.

APPLICATION FILED MAR.26, |920.

Patend N ov. 16, 1920.

8 SHEETS-SHEET 2.

G. HARTER.

coNsTucnoN 0F SHIPS.

APPLICATION FILED MAR.26, 1920.

1,359,059. l mmm 16,1920..

8 SHEETS-SHEET 3- APPLICATIN 'FILED MAR.26, |920.

Patented Nov. 16, 1920.

8 SHEETS-SHEET 5.

A Try.

G. HARTER.

CONSTRUCTION 0F SHIPS.

APPLIcATIo'II FILED MAR.26, |920.

Patented Nov. 16, 1920.

8 SHEETS-SHEET 6.

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ATT/y.

G. HARTER. .CONSTRUCTION 0F SHIPS. APPLICATION msu MAR.26, 1920.

Patented Nov. 16, 1920.

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G. HAHTER.

CONSTRUCTION oF sHIPs.

APPLICATION FILED MAR.26, 1920- Y 1,359,059 Patented Nov. 16, 1920.

8 SHEETS-SHEET 8. n@ 2 2. I

UNITED STATES PATENT ortica f GODFREY HARTER,`OF LONDON, ENGLAND.

Y CONSTRUCTION 0F SHIPS.

assenso.

To all whom t may concern.'

Be it lniown that I, Gonrnnr HAI-min, of

42 I'Iarcourt Terrace, London, S. VW. l0, England, a subject of the King of Great Britain and Ireland, have invented certain new and useful Improvements in or Relat ing to the Construction of Ships, o f which the following is a specification.- 1

This invenion relates to the construction of navigable sea going ships of moderatev much of the expense connected withthe building of ships.

Attempts have from time j to time been made to evolve forms which, while maintaining navigational requirements, are less complicated to construct. kNotable are designs in which the transverse frames are composed of straight lengths, known as straght line ships.

The obj ect of this invention is tor still fur ther simplify the construction while main-V taining such curved stream lines as are necessary for seawortlnness and economy of propulsive effort.

In carrying this invention into effect, theprincipal features and general form of the ship are first decided on and then the actual surface of the hull is made to conform to certain characteristic shapes.

For this purpose the plating of thehull and dcclrs (where it is not desirable to use flat plating as may be done for the amid ships portion of the bottom and sides for instance, and for certain decks) is divided into a number of nontwiste'd surfaces having curvature in a longitudinal direction only, with or without chine surfaces of uniform transverse section. The chine surfaces if used, alternate with the nontwisted surfaces. Hence a transverse section through the hull at any point consists of straight lines corresponding to the noni Specification of Letters Patent. Patented NOV, (16, 1920, Application led March 26, 192. Serial No.1368,898, i

twisted surfaces, such straight lines` either meeting each other at angular chines or f 'Joined together by curved or straight lines corresponding to the chine surface. The

straight lines of one section will be parallel i te the corresponding straight lines of the adjacent sections and the curved or straight lines will be uniform throughout the length of a chine.

The words transverse and transversely as used throughout this specification and claims mean lying in planes substantially perpendicular to lthe longitudinal vertical center plane of the ship and Vsubstantially perpendicular to the vbase line or water plane of the ship, such transverse planes all being parallel to each other.

The terni surface, as used in the specification and claims, means a surface inclos-I ing appreciable volume. In the case of the sides and bottom, rsuch a surface incloses a volume which contributes to the displacement or cubic capacity of the ship. In the case of a deck, it incloses volume which contributes to the space inclosed by the deck (c. g., tonnagespace). Bilge heels, center heels, rudders, deadwoodand the lilre'are' not here considered as surfaces as they do not inclose an appreciable volume and do not contribute materially to the displace ment of the ship. i

The term non-twisted surface, as used in the specilication and claims, means a surface having curvature only in a longitudinal direction, without any twist and without curvature in a transverse direction. transverse section through such a surface is a straightline and all transverse sections are straight lines parallel to each other. I do not include other surfaces having curvature in one direction only, without twist, but I only include surfaces where the curvature is entirely in a longitudinal direction, that is to say, where the straight lines faces may, however, be several feet wide in a large ship. The chine surfaces may be of Vany suitable transverse section but will usually be circular. They will, however, be of uniform width and transverse section throughout the length of one chine, and will be without twist. Their curvature in a longitudinal direction will, of course, be dependent on the form of the nontwisted surfaces to which they are connected. Although the plates forming a chine surface may have curvature in two directions, it will easily be seen that the maintenance of a uniform transverse curvature greatly facilitates their formation, as standard templets, dies or rolls, may be used for impressingthe longitudinal curvature.

In carrying out this invention, the middle body of the ship, including so much of the length of the vessel as is made of uniform transverse section may be made of any suitable section as regards the bottom and sides, as this portion of the vessel is comparatively simple to build in any case. The preferable section would, however, be approximately rectangular with a bottom either horizontal or inclined slightly from the keel to the bilge, joined to approximately vertical sides by a rounded or chamfered bilge.

My invention applies particularly to those portions of the vessel which are not of uniform transverse section, hereinafter termed the forebody and the afterbody.

YMy invention lies in forming the side and bottom skin of the forebody, or the side and bottom skin of the afterbody (or both) each mainly of not less than three non-twisted surfaces with or without chine surfaces, side by side (in a given transverse section) on either side of the longitudinal vertical center plane. Although non-twisted surfaces may be used without chine sui'- faces, it will be seen that chine surfaces cannot be used without the non-twisted surfaces. 1t will be observed also that the transverse form of the chine surfaces is easily kept uniform throughout a chine because the two edges of the chine surface are inclined to each other at a constant angle in order to fit against the non-twisted surfaces ou either' side, the Alatter being inclined to cach other at a constant angle. Owing to the uniformity of transverse section of the chine surfaces and the section through the non-twisted surfaces being straight lines, the work of designing and fairing the lines is simplified.

The non-twisted surfaces may be partly curved and partly straight in a longitudinal direction, and in some casesvone or more of the surfaces may be entirely straight (flat) Vbut all of the surfaces will never be flat. A construction consisting wholly of flat surfaces for the bottom and sides, such as might be used for pontoons and barges would be very simple to build but would be impracticable for a ship principally on account of high resistance to propulsion or unseaworthiness.

It should be understood that the nontwisted surfaces may be of any convenient length in a longitudinal direction and need not extend for the full length of the forobody, or afterbody, especially in the case of the side and bottom surfaces. Change of form between one transverse section and another may be brought about by one nontwisted surface gradually dying away and another at a different slope taking its place,

by gradually increasing in width. This system obviates the necessity for twisting the plates, which is what is usually done in straight-line ships. A twisted surface is not perfectly developable and the action of twisting the plates stretches the edges to such an extent as to at least affect thc fairness of the rivet holes. Further a different number of non-twisted surfaces, side by side, may be used at different parts of the forebody and at different parts of the afterbody. Further, in the case of side and bottom plating, at the eXtreme bow adjoining the stem, (and at the extreme stern adjoining the stern post, as for instance, in the case of a vessel with pointed stern) the number of non-twisted surfaces may be reduced to two or even one on each side, but

this will be only local, and there will always he at least three nontwisted surfaces side by side transversely for a large part of 'the forebody and` (or) afterbody.

ln cases where the vesselhas a flat floor of course the'non-twisted surface forming the bottom is continuous across both sides of the heel plate so that three nou-twisted surfaces each side is then equivalent to live non-twisted surfaces in both sides.

Straight line vessels of rectangulaiinidship section of onlytwo surfaces between the sheer line and the keel on each side of the longitudinal center plane at one transverse section would not be practicable as navigable sea-going ships unless the surfaces were twisted (as is usual), as they would be either too resistful to be economical in propulsive effort or else unseaworthy or otherwise impracticable.

Wy invention. further lies in forming the deck mainly of three or more non-twisted surfaces similar to those forming the sides and bottom, that is to sayin any one surface anv lines drawn transversely to the length of the shin are straight and are parallelV to each other. The deck may have any camber and any sheer desired, but all curvature in the plating is in a longitudinal direction or approximately longitudinal.

Instead of the usual round camber I make the camber up of a number of straight lines.

The plating of an ordinary deck has curvature in both directions, butI avoid the curvature in aV transverse direction.

Any style of framing may be used in conjunction with this invention. If longitudinal frainingvis used the curvature and the bevel (if beveled) are the same in different longitudinal members in the same fore and aft position and on the same non-twisted surface provided the memberslie in parallel planes, thus facilitating the forming-of these members. Where transverse framing is used it comprises straight lengths and the beveling` of the frames is unifor'm throughout each straight length.

Specially shapedy plates may be used locally such as for making connection to stem, keel, stern post and at other places in conjunction or with a hull mainly formed as described above.

Referring to the drawings filed herewith Figure 1 is a slieerelevation of fore body ;v Fig. 2 is a half breadth plan of fore body;

Fig. il is a sheer elevation of after body; Fig. 4t is a half breadth plan of after body;

and after bcdy respectively;

Fi 'f' is a body plan with rounded chines;

Figs. S to 13 (inclusive) are details of chines, to an enlarged scale;

F 14 are sections through fore body non-twisted surfaces;

Fig. 15 are sections through after body non-twisted surfaces;

Fig. 1G is an expansion of fore body nontwisted surfaces with angular chines;

Fig. 1T is an expansion of after body nontwisted surface with angular chines;

Figs. 18 to 21 (inclusive) are elevations and plans of decks of fore and after bodies respectively Figs. 22 to 25 (inclusive) are sections through deck; a

Figs. 26 to 80 are details of deck chines to an Venlarged scale;

Figs. 31, 32, 33, 34 and 35 are diagrams showing in transverse section the use of two non-twisted surfaces which take the place of one twisted surface. I

All of these drawings have been arranged on a transverse scale greater than the longitudinal scale for the sake of clearness.

in Figs. 1 to 6 (inclusive), w', co2, w3, and so forth indicate various water lines (or planes), B, B2, B3 and so fortliindicate various bow and buttock lines (or planes) and 1, 2, 3 and so forth indicate various transverse sections perpendicular to the water planes and to the bow and buttock planes. These lines show in the usual manner the features of a ship designed according to this invention. The different surfaces forming the sides and bottom are marked the same parts in different views. l sake of clearness angular chines have been Figs. and G are body plans offore body aus AA, BB, co, and so forth. The chines forming the 'junctions between surfaces are marked thus ab, be, cd, and so forth. The

same letters and figures are adhered to for For the shown in these six figures. VFig. 7 shows a form with rounded chines.

It will be noted that the chines though usually convex, viewed from the outside, are sometimes concave as for instance, ef and ed on Figs. 1, 2 and 5, pg and mo in Figs. 3, 4 and 6.

In Figs. 3, 4 and 6 showing an after body will be seen that part ofthe plating aft surfaces at the chines to an enlarged scale.y

Fig. 8 shows an angular chine with a narrow strap or angle as the covering strip. Figs. 9 and 10 showa rounded chine with wide chine plate. In Fig. 10 the plating is joggled. Fig. 11 shows a chamfered chine with wide chine plate. Fig. 12 shows the plate flanged and no covering strip` used. Fig. 13 shows the edges of the surfaces simply butted for welding.

v Referring back `to Fig. 5 there will be seen Vdotf and dash lines Bm, Bm, drawn through surface BB, Cm, Cm, drawn through CC Fm, Fw. `drawn through FF, and on Fig. 6 Ma, Mm, drawn through MM, Nw, Nw, through NN Q00, Qthrough QQ. These represent `imaginary intersecting planes perpendicular to the relative nontwisted surfaces at all points.

In Figs. 14 and 15 are shown the traces of the intersecting planes and the respective non-twisted surfaces (or the surfaces produced transversely), these being lettered to correspond with the surfaces represented. The true or developed length of the non twisted surface is shown by the curved lines in Figs. 14 and 15, also is the exact length yof the skin plating between yeach transverse section. Figs. 16 and 17 show the expansion or development of the non-twisted surfaces of the fore body and after body respectively. This is obtained as follows.: For each non-twisted surface a longitudinal lineis drawn as for instance Cm, Cm, in the case of surface CC. The distances apart v of the transverse sections 1, 2, 8, 4, 5,and 6, are then measured along the corresponding section line CC, CC, in Fig. 14 and transferred to the line Cw Cw in Fig. 16. Next in Fig. 5 the distances from" the line,l Ca2 Ca2 to the chine ce at every transverse section 1, 2, v3, 4, 5 and 6 is measured and transferred to Fig. 16, being set up from the line Cw, Car:

`to the line ce, at the relative stations. Similarly the distances in Fig. 5 from Cw, Cm to the chines ed, be, (Le, are transferred and set up onthe other side of Cw, Gm, and lines are then drawn in Fig. 16 through the points found.

It will be seen from the above that a very large part of the entire skin plating of the ship may be accurately developed on the flat, thus avoiding Waste of material When ordering the plates as Well as saving time and labor in templcting during construction. It facilitates the building of the ship by fabrication methods that is to say by the accurate preparation of the material from drawings and then assembling direct. When transverse framing is used, if `joints are made in the frame members at the chines, it Will be possible to lit some or all of the frame members to the plating before assembling on tliestocks. V

The bending of the plates of the nontwisted surfaces may be done in ordinary rolls or in some cases may be done when being erected. In any case however the work is greatly simplified, less skill and less time heilig required while as good or better workmanship is secured.

As there is so little Work done in forming the plates of the non-twisted surfaces it may be found an advantage to use wider `ilates, than is now customary, thereby saving in the quantity of riveting to be done. For the same reason plates of a higher tensile strength and less ductility may be used which should allow of lighter scantlings, thereby permitting a greater weight of cargo being carried.

Referring to Figs. 1S to 21 inclusive showingelevation and plan of deck of fore body and after body respectively, D indicates the elevation of the deck at the center line of the ship, I)2 the elevation at the side, being a horizontal line drawn parallel to the water line to indicate the amount of the sheer, D4 in the plan views shows the edge of the deck at the side of the ship, l)5 being the chines or joints between different surfaces, D are openings in the deck forhatchways, machinery spaces and such like. Fig. 22 shows in section a deck of live non-twisted surfaces (three per side). Fig. shows a dec.; of three non-twist il surfaces (two per side). Fig. 2i shows a deck of four non-twisted surfaces (2 per side). Fig. 25 shows the deck near one end of a vessel where the deck is not so wide. The curved lines in Figs. 22 tok 25 show the line of a corresponding curved deck of usual form.. In Figs. 22 to 25 the camber of the deck has been exaggerated for the sake of clearness. Figs. 26 to 30 (inclugasopw i sive) show various methodsvof making the longitudinal seam between the non-twisted surfaces of a deck but these seams may be made in any suitable manner. Fig. 26 shows a Welded seam.

Figs. 3l to 35 (inclusive) 'show how two non-twisted surfaces may be made to take the place of one twisted surface. These show transverse sections through surfaces at different points. Surface m is shown dying away lfrom a full Width in Fig. 31 yto nothing in Fig. 35, While surface y starts from nothing in Fig. 3l and reaches full Width in Fig. 35. The same feature may be observed in Figs. 5, 6 and 7, but does not there show so clearly.

Although these drawings show onlyone tvpe of ship, namely with vertical. stem, vertical side, flat floor and counter, it will be understood that ships may be built in accordance with this invention of other types as for instance with inclined stem, inclined floor, Haring sides, tumble-home sides, square stern, pointed stern, cruiser stern (submerged counter) or any other type.

As this invention renders the fore bodies and after bodies easier to construct than by the usual methods, it may be found profitable to reduce the length of the parallel middle body and increase the lengths of fore body and after body, as compared with a vessel of the usual form making the lines finer and increasing the beam or draft or both, thereby further economizing in propulsive effort.

That I claim and desire to secure by Letters Patent is il. Navigable sea going ships, comprising a body, the form of Whose bottom and sides consists mainly of a number of non-twisted surfaces, there being not less than three such surfaces on each side of the longitudinal vertical center plane and not less than three such surfaces side by side for the greater part of the length of the fore body and after body on each side of the longitudinal vertical center plane the surfaces having a curvature in the longitudinal direction only and being such that any lines drawn on a surface transversely are straight and parallel to each other.

2. Navigable sea-going ships comprising a fore body and an after body Whose bottom vand sides are formed with two or more chine surfaces on each side of the longitudinal vertical center plane, these chine surfaces consisting of plates formed to an approximately uniform transverse section throughout the length of a chine.

3. Navigable sea-going ships as claimed in claim 1 in combination with Wide chine plates of approximately uniform transverse Vsection chamfered in a transverse direction.

4. In navigable ships a deck extending' over the body consisting mainly of a plurality of non-twisted surfaces side by side in the width of the deck, the surfaces having curvature in the longitudinal direction only and being such that any lines drawn on the surface approximately transversely are straight and are parallel to each other.

5. In navigable ships the combination of a fore body and an after body Whose bottom and sides are constructed as claimed in claim l, with a deck extending over the body and consisting mainly of a plurality of nonu twisted surfaces side by side in the Width of the deck, the surfaces having curvature in the longitudinal direction only and being such that any lines drawn on the surface approximately transversely are straight and are parallel to each other.

6. In navigable ships, the combination of a fore body and an after body whose bottom and sides are constructed as claimed in claim 2, with. a deck extending over the body consis-ting mainly of a plurality of non-twisted surfaces side by side in the Width of the deck, the surfaces having curvature in the longitiufliiial direction onlyV and being such that any lines drawn on the surface transversely or approximately transversely are straight and are parallel to each other.

7. N avigable seagoing ships comprising a body, the form of Whose bottom and sides consists mainly of a number of non-twisted surfaces, there being not less than three such surfaces on each side of the longitudinal vertical center plane and not less than three such surfaces side by side for the greater part of the length of the body on each side of the longitudinal vertical center plane, the surfaces having curvature in the longitudinal direction only and being such that any lines drawn on a'surface transversely are straight and parallel to each other, in combination With a plurality of chine surfaces on each side of the longitudinal vertical center plane, these chine surfaces consisting of plates formed to an approximately uniforin transverse section throughout the length of a chine, which plates are curved in transverse section, and a deck extending over the body consisting mainly of a plurality of non-twisted surfaces side by side in the width of the deck, the surfaces having curvature in the longitudinal direcytion only and being lsuch that any lines In testimony whereof I have signed my name to this specification.

GODFREY HAR'IER. 

